Control apparatus



Sept, 20, 19490 R. R. STEVENS ETAL.

CONTROL APPARATUS 6 Sheets-Sheet 1 Filed July 14, 1943 R0 R. Stevens Art w' INVENTOR5 G Larson ATTORNEY CONTROL APPARATUS Filed. July 14, 1945 R. R. STEVENS ET AL.

6 Sheets-Sheet 2 jfigfi ,112 no, 111 O O JCj O O O FILL 517 I517, 515- 7-515 516- 516 512 312 E R. R. STEVENS ET AL 9 3 CONTROL APPARATUS Filed July 1 1,945 6 Sheets-Sheet 4 fig. Q

276 WWII. 275

I H'Z V 111 N X fig. 12

RNVENTORS Ray R Stevens Arthur G Iarson wsv ATTORNE ET AL CONTROL APPARATUS S N E V E S R R 6 Sheets-Sheet 5 Filed July 14, 1943 0Q 0N. A N IDWNM a ATTORNVEY Septw 2% 149. R. R. STEVENS ET AL. f y

CONTROL APPARATUS Filed. July 14, 1945 6 Sheets-Sheet 6 5 mmm mg mg. umwm QQH INkENTORS R slevens ur Glarson ATTORNEY Patented Sept. 20, 1949 CONTROL APPARATUS Roy R. Stevens and Arthur G. Larson, Forest Hills, Pa., assignors to The Westinghouse Air Brake Company, ,Wilmerdlng, Pa., :1. corporation of Pennsylvania Application July '14, 1943, Serial No. 494,612

23 Claims. (01. 60-97) This invention relates to control apparatus and more particularly to a propulsion system embodying a plurality of reversible propulsion engines.

One object of the invention is the provision of such a. system providing for selective use of the engines either individually or in multiple.

Another object of the invention is the provision of a control apparatus for governing the individual starting, reversing, and speed. or power output of a plurality of reversible engines, such as of the Diesel type, and so arranged as to prevent starting and operation of one engine in one direction while another engine is operating in the opposite direction,

Another object of the invention is the provision of an improved control system for a ship or the like powered by a plurality of engines of the Diesel type which may be connected to operate a common propeller, and which system provides for selective starting, reversing, and adjustment of the speed or power output of the individual engines and use of the engines either individually or in multiple for propelling the ship.

Another object of the invention is the provision of a control system as defined in any of the above objects embodying fluid under pressure as the controlling medium so as to provide for prompt and accurate control of the engines and their use.

Other objects and advantages will be apparent from the following more detailed description of the invention:

In the accompanying drawings; Fig. 1 is a diagrammatic view, partly in section and partly in outline, of theimproved control system; Fig. 2 is a plan view of a control stand constituting a portion of the system shown in Fig. 1; Figs. 3 to 11 are sectional views taken on lines 3-3 to Ii-l i, inclusive and respectively, in Fig. 1; Fig. 12 is a longitudinal sectional view of a portion of a control stand shown in Figs. 1 and 2; Fig. 13 is a sectional view taken on line l3|3 in Fig. 3; Fig. 14 is a sectional view taken on line 14-44 in Fig. 1; Fig, 15 is an enlarged view, mainly in section, of one of the engines and control structure associated therewith shown in elevation in Fig. 1; Fig. 16 is a diagrammatic view partly in section and partly in outline of a portion of the control system not shown in Fig. 1'; and Figs. 17 and 18 are diagrammatic views of two control valves shown in Fig. 16 but in different positions.

Description Referring to Fig. 1, the improved propulsion system comprises a plurality of reversible engines I and 2 of the Diesel type connected by clutches in the form of fluid couplings 3 and 4, respectively, to a common drive shaft 5 which is connected through a reduction gear 6 to a single ships propeller shaft I. By this arrangement the propeller of the ship may be driven in either direction by both engines I and 2 upon filling both fluid couplings, or by either engine individually upon filling the respective fluid coupling and draining the other fluid coupling, by any conventional filling and draining mechanism.

The filling and draining mechanism for each of the fluid couplings 3 and 4 may be controlled by a lever 8 having, what may be termed, a dump position for draining the coupling and a fill position for filling the coupling. In the drawing the lever 8 of each coupling is shown in the dump position, while the fill position of the lever is indicated by a dot and dash line 9. Each lever 8 is connected by a rod in to a piston H contained in a cylinder l2 and having at one side a pressure chamber I3 and at the opposite side a pressure chamber I4, as shown in Fig. 15. With chamber 14 charged with fluid under pressure and with fluid under pressure released from chamber [3, the piston II will move to the position shown in Fig. 15 for pulling lever 8 to the dump position. With chamber l3'charged with fluid under pressure and with fluid under pressure released from chamber M, the piston II will move to the oppo- I site end of the cylinder I2 for placing lever 8 in the fill position indicated by dot and dash line 9.

A brake is associated with the propeller shaft 1 for braking said shaft, the propeller (not shown) and, through the medium of the reduction gear 6, the drive shaft 5. This brake may comprise a brake drum I5 mounted on shaft 1, friction brake shoes It for engaging said drum, a lever I! for operating said shoes into and out of engagement with said drum, and a fluid pressure responsive brakecylinder I8 for controlling said lever. Supply of fluid under pressure to cylinder 18 is arranged to apply the brake shoes to the drum while the shoes will be released from the drum upon release of fluid under pressure from said cylinder.

A relay valve device IQ, of any suitablestructure, arranged for control by fluid under pressure in a pipe 20, is provided for controlling, through a pipe 2|, the operation of the brake cylinder l8. Upon supply of fluid under pressure to pipe 20, the relay valve device l9 will operate to supply fluid under pressure from any suitable source, such as a pipe 22, to cylinder l6, while upon release of fluid under pressure from pipe 20, the relay valve device I! will operate torelease fluid under pressure from cylinder i3. Structures of this general type are so well known that no further description thereof is deemed essential in the present application.

Each of the Diesel engines I and 2 may be of any conventional reversible type embodying cam shafts (not shown) which are shift/able to one position to provide for. operation of the engine in one direction and to another position to provide for operation of the engine in the reverse direction. For shifting the cams, each engine may be provided with a fluid motor 24 embodying a ram 25 (Fig. 15) operable by fluid under pressure to condition the cam shaft to provide for operation of the engine in one direction, as for instance to cause movement of the ship in an astern direction. Each motor 24 may also embody a ram 26 operable by fluid under pressure to condition the cam shaft to provide for operation of the engine in the reverse direction, for obtaining ahead movement of the ship. The ram 25 has at one side a pressure chamber 21 toreceive actuating fluid, and said ram is shown in Fig. 15 in the position to which it will be moved by such fluid for conditioning the cam shaft for astern movement of the ship. The ram 26 is shown in the position which it will assume upon positioning the cam shaft for astern movement of the ship, and has at one side a pressure chamber 28. Supply of fluid under pressure to chamber 28 with chamber 21 vented will cause movement of ram 26 to a position in its cylinder corresponding to the position in which ram 25 is shown in the drawing to provide for movement of the ship in the opposite or ahead direction. Movement of either ram by fluid under pressure to its cam shifting position, in which ram 25 is shown, will move the other ram to its other position, in which ram 26 is shown, by means not shown in the drawing and not pertinent to the invention.

At each engine a valve device 29 is provided for controlling the supply and release of fluid under pressure to and from the ram chambers 21 and 28 by way of pipes 30 and 3|, respectively. As shown in Fig. 15, this valve device may comprise a casing having a chamber 32 arranged to be constantly supplied with fluid under pressure from any suitable source by way of a pipe 33. Chamber 32 contains two poppet valves 34 and 35 which are normally urged to a seated or closed position by springs 36 and 31, respectively. The valve 34 has a stem 38 extending through a bore connecting chamber 32 to a chamber 35 and thence through chamber 39 and a wall thereof to the exterior of the casing. Thev valve 35 has a stem 49 extending through a chamber 4| to the exterior of the casing. The valve stems 38 and 40 are arranged in parallel spaced relation. The

portion of valve stems 38 and 40 adjacent the valves and extending into chambers 39 and 4|, respectively, are fluted to allow flow of fluid un- I der pressure to said chambers from chamber 32 upon unseating of the valves. The remainder of the valve stems arecylindrical in form and the flt therebetween and the respective bores is such as to prevent any material loss of fluid under pressure from chambers 35 or 4| when the valves are open, but to allow release of fluid under pressure from said chambers by way of clearance space around the stems when the valves are closed.

The chambers 33 and 4| are connected respectively to Pipes Ill and 3|, and it will be evident that if valve 34 is opened with valve 35 closed. fluid under pressure will be supplied to actuate ram 25, while the ram chamber 23 will be vented to atmosphere past the stem 40 of valve 35. If valve 35 is open with valve 34 closed, fluid under pressure will be supplied to actuate ram 26, while chamber 21 above ram 25 will be vented to atmosphere past the stem of valve 34.

Each engine is provided with a conventional maneuvering gear which may comprise a rock shaft 43 and a lever 44 for rockingsaid shaft to control the starting, stopping, and reversing of the engine. As indicated by legends in Fig. 15. the lever 44 has a neutral or Stop position, and at one or an Ahead" side thereof, a "Shift position, a Run" position, and a "Start position, and at the opposite or an Astem side oppositely arranged Shift, Run," and Start positions; the two Shift positions being arranged immediately ,adiacent the "Stop position and the Start positions most remote.

The lever 44 associated with each engine is provided with an operating member 45 disposed to rock in directions across the ends of valve stems 38 and 40 of the respective valve device 29. The member 45 has a raised portion 46 arranged to unseat valve 35 in and only in the Shift position of lever 44 at the Ahead side of Stop position, and another raised portion 41 arranged to unseat valve 34 in and only in the other Shift position. It will thus be seen that if lever 44 is moved in the Ahead direction to Shift position, the valve 35 will operate to supply fluid under pressure to move the ahead ram 26 to its inner position, while the astern ram 25 will move to its outer position, for thereby setting the cams in the engine to provide for startingin a direction to cause ahead movement of the ship. If lever 44 is, however, moved in the Astern direction to "Shift position, the valve 34 will be operated to supply fluid under pressure to move the astern ram 25 to its inner position and allow movement of ram 26 to its outer position, shown 1 in the drawing, to thereby provide for starting of the engine in the opposite direction. In use, it is desired that lever 44 of engine I remain in the Shift" position atthe selected side of Stop position until after the respective ram 26 or 25 has moved to its innermost position, and then the lever may be moved further to the Start position to cause starting of the engine in the selected direction. After the engine is thus started, the lever 44 will be moved back to the adjacent Run" position in which it will be carried until it is subsequently desired to stop or reverse the engine.

The lever 44 associated with engine 2 has the same control positions as that associatedwith erugine I, and is operable upon movement to such positions to control the starting, stopping, and reversing of said engine in the same manner as above described in connection with engine I.

An actuator 50 is associated with each of the engines for moving the maneuvering gear lever 44 to its different positions. Each actuator com prises a bracket 5| secured to the respectiveengine, an ahead motor 52 mounted on said bracket at one side of said lever, and an astern motor 53 assasoo mounted on said bracket at the opposite side of said lever. The motors 52 and 53 may be identical in con struction and each comprises a piston 54 and a rod 55 projecting from one side of said piston through a non-pressure chamber 55 for contact with the adjacent side of lever 44. Encircling the rod 55 within each non-pressure chamber 55 is a movable stop 51 and a coil spring 55 under a chosen degree of pressure and bearing at one end against said stop and supported at the opposite end on a shoulder 59 in the casing. One end of stop 51 is arranged for contact with piston 54, while at the opposite end is an outturned collar 55 for contacting a shoulder in the casing to limit movement of the stop by spring 53 but providing for movement of said stop and of the piston against said spring in the direction of lever 44. With collar 60 in contact with shoulder 5i and piston 54 in contact with stop 51, the end of pisston rod 55 will just engage theilever 44 when the lever is in its Stop position as shown in Fig. 15.

Each motor 52 and 53 further comprises a movable stop 53 encircling rod 55 within spring 58. A precompressed spring 54 encircling rod 55 within stop 53 bears at one end against said step urging same in the direction of the respective piston 54, while the opposite end of said spring is supported on an annular shoulder 65 in the casing. The stop 53 is provided at one end with an annular collar 55 arranged to cooperate with shoulder 53 in the casing to limit movement of said stop by spring 54 but providing for movement of said stop in the direction against said spring.

With the stops 5! and 63 in contact at one end with shoulders 5i and 59, respectively, in the easing, the opposite ends of said stops are spaced from each other a distance equal to the degree of movement of lever 44 between the Stop" position and either Shift position at the point of contact between said lever and either piston rod 55. In the Shift position of lever 44 at the Ahead side of Stop position, the stop 51 is arranged to engage stop 53 in motor 52 while in the other Shiit" position the corresponding stops in motor 53 are arranged to engage each other.

Piston 54 in each of the two motors 52 and 53 has at its outer face a pressure chamber 51, which in motor 52 is connected'to an ahead control pipe 5 53, while in the motor 53 chamber 51 is connected to an astern control pipe 59. A movable stop It is urged by a precompressed spring Ii into each pressure chamber 51 for engagement by the respective piston 54, said stop having an annular flange 12 arranged to engage a shelf 13 in the casing for limiting such inward movement but providing for movement in the opposite direction against the respective spring. With collar 12 on stop 13 in motor 53 in contact with the casing shelf I3 the opposite end of said stop is disposed for engagement with piston 54 in said motor to define the Run position of lever 44 at the Ahead" side of Stop" position. Piston 54 in motor 53 is movable against stop 15 to a position in which said stop engages a surface 14 in the casing which defines the Start position of lever 44 at the Ahead" side of Stop" position. Run" and Start" positions of lever 34 at the Astern side of Stop" position are defined in alike manner by the corresponding parts of motor 52.

The operation of the two actuators 50 is iden tical and controlled by diiferent pressures of fluid provided in pressure chambers 51 of the two motors 52 and 53 through the respective ahead and astern control pipes 58 and 63 in a manner which 6 will be later described. By reference to P18. 15 the operation of the actuator 53 associated with engine i will now be described.

when the engine I is stopped, fluid at a chosen pressure, such as twenty pounds per square inch. is provided through both the ahead and astern control pipes 33 and 53 in pressure chambers 31 to act on pistons 54 in the two motors 52 and 53. and this pressure of fluid moves said pistons into contact with stops 51. Th springs 53 exert a pressure on stops 5! sufliciently in excess of this pressure of fluid on pistons 54 as to maintain collars 33 on said stops in contact with shoulders 5| in the casing and thus hold pistons 54 against movement past the positions in which they are shown in the drawing. In this position of pistons 54 the ends of the piston rods 55 engage the opposite sides of lever 44 and thus hold said lever in its Stop' position.

'To move the lever 44 from Stop" position to Shift position at the "Ahead side of "Stop" position to provide for starting or the engine in a'direction to cause ahead movement or the ship,

the astern control pipe 53 is opened to the at-- mosphere for relieving pressure of fluid in chamber 51 in the motor 53, while fluid at a chosen pressure, such as thirty-five pounds per square inch, is supplied through the ahead control pipe 53 :to chamber 51 in motor 52. This pressure acting on piston 54 in motor 52 overcomes the 0D- posing force of spring 53 and moves said piston against said spring to a position in which stop 51 contacts the movable stop 53. The pressure of spring .54 on stop 53 acting in conjunction with that of spring 53 onstop 51 suflicien-tly exceeds the opposing fluid pressure now present in chamber 51 on piston 54, as to prevent further move-' ment of said piston in an inward direction, and movement of said piston to this position moves the lever 44 to Shift" position at the Ahead" side of Stop" position for thereby actuating the valve device 23 to supply fluid tothe ahead ram 25 for effecting movement thereor to its innermost position for conditioning the cams in the engine to provide for starting same in a direction to obtain ahead movement of the ship.

AIter the lever 44 has been moved to Shift position at the Ahead" side of start position, the pressure of fluid in chamber 51 in motor 52 is increased to a certain-maximum degree such as one-hundred pounds per square inch, and this pressure acting on piston 54 in said motor then n oves said piston against the opposing force of both springs 58 and 54 into contact with movable stop 10 in motor 53, and then moves said stop to the position in contact with surface 14 in the casing. In this position of the piston 54 in motor 53 the lever 44 will be in the Start" position at the Ahead side of Stop position for causing starting of the engine in any conventional manner. After the engine is started, the pressure of fluid in chamber 51 in motor 52 is reduced to a chosen degree such for example as fifty-five pounds, and this pressure acting on piston 54 in said motor produces a force less than the combined forces of springs 54 and 58 in said motor plus that of spring II in motor 53, but exceeding the combined forces of the two first named springs, whereby the spring II in motor 53 moves the piston 54 thereinand thereby piston 54 in motor 52 to a position in which collar 12 on stop Ill in motor 53 engages shelf 13, in which position the lever 44 will be in its Run position at the Ahead" side of Stop" position. The lever 44 will then be maintained in this Run" position aceaaoo by pressure of fluid in chamber 81 in motor 52 and the opposing force or spring II on stop I in motor 53, and will remain insaid position even in case of failure of the fluid pressure in chamher 61 in motor 52, as will be apparent.

To return lever 44 to Stop position for stopping the engine, the pressure of fluid in the ahead control pipe 68 is reduced to twenty pounds which permits spring 58 to return piston 54 in motor 52 to the position shown in the drawing, while fluid pressure is supplied to the astern control pipe 68 to the same degree (twenty pounds) to move piston 54 in motor 53 to the position in contact with stop 51, this movementof the latter piston moving the lever 44 back to Stop position.

To move lever 44v to its different positions at the Astern side of Stop position, fluid at the difl'erent pressures such as thirty-five pounds, one hundred pounds, and fifty-five poundsare successively provided through the asterncontrol pipe 68 in pressure chamber 61 of motor 53 and the pressure in the ahead control pipe 68 is reduced whereby the piston 54 in motor 53 will operate to position lever 44 in a manner which will be apparent from the above description. Return of lever 44 from Run position at the Astern side of Stop" position to "Stop position may be accomplished by providing fluid at twenty pounds pressure through the. ahead control pipe 68 in pressure chamber 61 of the ahead motor 52 upon a reduction in pressure in said chamber in motor 58 to a like pressure, as will also be apparent from the above description.

The reference numeral 11 applied to each engine indicates a speed governor control shaft which is rockable to vary the amount of fuel sup.- plied to the engine and thereby the speed or power output thereof. A lever I8 is connected atone end to shaft 11 for rocking same, said lever being shown in the drawing in a position for providing operation of the engine at an idling speed, and being rockable from this position to increase the speed or power output of the engine, the maximum speed or output being attained in a position of the lever such as indicated by a dot and dash line l9 in Fig. 15.

A fluid pressure controlled speed regulating device 80 is provided for controlling the adjustment of lever I8 associated with engine I, and a similar device 8| is provided for controlling the adiustment of the corresponding lever I0 associated with engine 2. I

As shown in Fig. 15, the regulating device 80 comprises a casing containing a flexible diaphragm 82 having at one side a pressure chamber 83 open to a speed control pipe 84 and having at the opposite side a non-pressure chamber 85. Extending through the non-pressure cham-' ber 85 is a rod 86 having on one end a follower 8I engaging one side of the diaphragm and secured thereto by a plate 88 engaging the'oppo site face of the diaphragm and a cap screw 88 extending through said plate and secured to said follower. The opposite end of rod 86 is pivotally connected to a lever 90 intermediate its ends. One end of this lever is pivotally connected to one end of a link 9| the opposite end of which is pivotally connected to the casing. The opposite end of lever 90 is pivotally connected to one end of a link 92, the opposite end' of which is connected to the governor shaft operating lever I3. The non-pressure chamber 85 also contains a control spring 83 encircling rod '86 and bearing at one end against diaphragm follower 81. The

8 opposite end of spring 88 is supported on a nut 84 adjustably secured in the casing.

A flexible vernier diaphragm 05 is clamped one side of the casing of the device,-and has at one side a pressure chamber 88 open to a control pipe 91. At the opposite side of diaphragm 85 is anon-pressure chamber 81' through which extends a plunger 88, one end of which is provided with a follower 88 engaging the diaphragm. The opposite end of plunger 88 is pivotally connected to one end of a bell crank I00 which is pivotally supported at its knee on a pin ,IOI secured in a bracket I02 projecting from the'casing. T-heopposite end of bell crank I 00 is pivotally connected to rod "at its connection with lever 90. The non-pressure chamber 81' is constantly open to the atmosphere through clearance space provided around plunger 08.

The speed regulating device 8I associated with engine 2 is identical to the speed or regulating device associated with engine I with the exception that the Vernier diaphragm and bell crank I00 connecting said diaphragm to the rod 86 are omitted and with .the further exception that the diaphragm pressure chamber 88 is con, nected to a control pipe I04.

The operation of the regulating device 80 is as follows: A V

Normally, chamber 96 at one side of the Vernier diaphragm is charged with fluid at a certain chosen degree of pressure such as twenty-five pounds through pipe 91 in a manner which will be later described. With chamber 83 above dia-. phragm 82 open to the atmosphere by way of pipe 84, also in a manner which will be later described, the pressure of fluid on the Vernier diaphragm 95 transferred through the bell crank I00 to rod 86 plus the pressure of spring 93 on follower 81 moves the diaphragm 82 to a position defined by contact with a stop I03. In this posi-j tion of diaphragm 82 and rod 86, the lever 80 assumes the position shown in the drawing for; positioning the speed' regulating lever I8 in its engine idling position.

If fluid under pressure is now supplied through pipe 84 to chamber 83 above diaphragm 82, said diaphragm will deflect against the opposing pres sure of spring 88 to a position in whichthe in; creased pressure of said spring counterbalances the pressure of such fluid. This movement of. the diaphragm 82 and rod 86 rocks the lever 80 and thus the lever 18 to a corresponding position out of idling position for causing acceleration of the engine to a degree determined by the pressure of fluid provided in chamber 83. A further in-f crease in pressure of fluid in chamber 83 will cause movement of the speed regulating lever I8 to cause a corresponding further increase in speed or power output of the engine, whileja' reduction in pressure in chamber 83 will result in movement of lever I8 to effect a corresponding reduction in speed or power output of the en-- gine, as will be apparent. Movement of the follower 81 into contact with the casing upon sup: ply of fluid through pipe 84 to chamber 83 at a certain maximum pressure will cause movement of the speed regulating'lever I8 to the position indicated by dot and dash line 18 for causing operation of the engine at maximum speed or power output.

The speed or regulating device 8| associated with engine 2 operates to control the speed of said engine in the same manner as the speed of engine I is adjusted by operation of the regulating device 80 as so far described, and it will output of one engine may be slightly different from that of the other due to differences in adjustments of various parts of the engines or for other reasons. In order to obtain exactly the same speed or power output of the two engines, or to vary the speed or power output of engine I relative to that of engine 2 under sucha condition, the pressure of fluid in chamber 96 effective on the vernier diaphragm '95 may be varied to effect a slight change in adjustment of the speed regulating lever I of engine I. A decrease in pressure in the vernier diaphragm chamber 96 will allow the pressure of fluid in chamber 83 acting on diaphragm 62 to rock lever 90 further in a clockwise direction for thereby actuating the speed regulating lever I0 to increase the speed or power output of the engine in accordance with the change in pressure in said chamber 96. On the other hand, an increase in pressure in chamber 96 will act to move lever 90 in a counterclockwise direction for effecting a corresponding reduction in speed or power output of the engine, such change in speed or power output of engine I being relative to that of engine 2 whereby the engine I may be brought into synchronism with engine 2. or its speed or output may be adjusted relative to that of engine 2 to any desired degree.

The vernier diaphragm 95 is of relatively small area as compared to that of diaphragm 82 and a relatively great degree of variation in pressure of fluid on diaphragm 95 will therefore be effective to cause only slight change in adjustment of the speed or power output of the engine, such for example as five per cent either above or below that provided by operation of the diaphragm 82, for the purpose of synchronizing as above mentioned.

A control stand H0 is provided embodying means for controlling the two maneuvering gear actuators 50, speed regulating devices 00 and 8|, and the fluid clutches 3 and 4 of the engines I and 2, respectively, and for also controlling operation of the brake control relay valve device IS. A plan view of the control stand is shown in Fig. 2, while a substantially vertical sectional view through said stand is shown in Fig. 1, this latter view however being shown separated horizontally into two parts and somewhat in diagrammatic form for the purpose of clarity.

The control stand IIO comprises a rigidly supported mounting plate III, a cover II2 secured to said mounting plate, and sides and end parts (not shown). Mounted on the side of the control stand which on a ship would be at the astern side of the stand is a bar II3 for the operator to grip.

Mounted on mounting plate I I I within the cover II2 are two manually operative maneuvering control devices H4 and H5 for controlling the actuators 50 of engines I and 2, respectively, and for jointly controlling the brake control relay valve device IS, a single speed control device I" for controlling both of the speed regulating devices a0 and 0|, and two clutch control d vic 10 H8 and H9 for controlling the fluid couplings 3 and 4, respectively. Mounted on the mounting plate III outside of and in front of cover II2, as seen in Fig. 2, are two selector valve devices I20 and I2I for rendering the speed regulating devices and 8| either responsive or non-responsive to operation of the speed control device Ill, and a vernier control valve device I22 for controlling operation of the vernier diaphragm of the speed regulating device 80.

Description of maneuvering control devices 114 and The two maneuvering control devices H4 and, H5 are of identical structure except arranged partly in reverse end to end relation, and the following description of the control device II4 will therefore apply to both.

The maneuvering control device II4 comprises a base member I25 mounted on the mounting plate III and having two spaced upstanding brackets I26 and I21. Extending between these brackets and journaled therein is an operating shaft I28 (Fig. 12). Mounted on shaft I28 are two reversely arranged but otherwise identical cams I29 and I30 disposed against the brackets I26 and I21, respectively. A cam I3I is mounted on shaft I 28 against the cam I30, and a lever I32 is mounted on said shaft between the cams I29 and I3I. A key I33 secures the several cams to turn with shaft I28 and connects said shaft to the lever I32 for movement thereby.

The lever I32 extends through a slot I34 pro-, vided in cover II2 to a point above said cover for gripping and movement by an operator. The lever I32 has a slot I35 (Fig. '7) extending longitudinally thereof and slidably mounted in this slot is a latch I36- disposed mainly within the cover and connected by a rod I3'I to a plunger I38 of greater diameter and which extends beyond the end of said lever. Within the lever is a spring I39 acting on the plunger I38 urging the latch I36 outwardly of the lever. Manual pressure applied to the end of plunger I38 will move the latch I36 against the opposing pressure of spring I 39 into the cover.

The latch I 36 extends from one side of the lever in a direction parallel to shaft I28, and the cover is provided with a notch I40 (Fig. 2) open to the slot I34 and arranged to receive the latch I36 in a vertical position of the lever. At one side of notch I40 is another notch I4I open to slot- I34 for receiving latch I36 in another position of said lever, and at the opposite side of notch I40 is a third notch I42 open to the slot I34 for receiving said latch in a corresponding position of said lever at the opposite side of its vertical position. The slot I34 provides for movement of the lever beyond the notch MI and beyond the notch I42. Movement of latch I36 inwardly of the cover by manual pressure applied to plunger I38 releases the lever for movement in slot I34,

while release of manual pressure on plunger I30 renders'the spring I39 effective to move the latch I36 into one or another of the notches I40 to I42, depending upon the position of said lever, for securing same against undesired movement.

A plate I43 extending parallel to slot I34 is secured to cover II 2 at one side of said slot and bears at the end adjacent the operators holding bar I I3, a legend Ahead and at its opposite-end a legend Astern. Adjacent the notch I40 the plate I43 bears the legend Stop. The notch 70 "I 15 provided adjacent a legend un at the except there are no "Shift" positions onsaid plate. Positions of the control lever I82 corresponding to these Shift positions are obtained immediately out of and at opposite sides of the Stop" position on plate I43.

The lever I 32 has an arm 4 disposed below the shaft I28. At either side of this arm the cover H8 is provided with an inwardly extending boss I45 in which is slidably mounted a diagonally arranged plunger I46 the inner end of which is disposed in the path of movement of arm I44. Each of the plungers I46 is subiect to the pressure of a spring I41 urging same in the direction of the lever arm I44. With the two plungers I46 urged to their outermost position by springs I41,

as shown in Fig. 'I, the arm I is arranged to engage one or the other of said p'lungers when the lever I32 is in either one or the other of its two Run positions. Movement of the lever from either Run" position to the adjacent "Start" position actuates arm I44 to move the respective plunger I46 inwardly of the respective boss I45 against the force of the associated spring I41. Upon removal of manual force on lever I32 in either Start" position, the respective spring I41 will actuate the plunger I46 to return said lever to the adjacent Run" position whereby said lever cannot inadvertently be left in either of its tart" positions.

The cam I29 is provided for controlling operation of an automatic or self-lapping fluid pressure control regulating valve device I5I, while the cam I38 is provided for controlling operation of a like self-lapping valve device I52, said valve devices being disposed below said cams between the brackets I26 and I21, and the base member I26 constituting a portion of both of said devices.

Each of the self-lapping valve devices I 5i and I52 may comprise, as best shown in Fig. 6, two coaxially aligned and spaced flexible diaphragms I53 and I54 which preferably are of the same areas. Below diaphragm I53 is a fluid pressure supply chamber I55 which, in use, is constantly supplied with fluid under presure from a supply pipe I56. The pipe I58 in turn is supplied with fluid at a desired reduced pressure from any suitable source such as a pipe I51 Fig. 1) by operation of a suitable reducing valve device I58. Below the diaphragm I54 is a chamber I59 which is in constant communication with the atmosphere by way of a port I88 (Fig. 1). Above diaphragm I53 is a chamber I6I connected through a stabilizing choke I62 and a plurality of ports I63 to a chamber I64. In the self-lapping valve device I 5| chamber I84 is connected to pipe 69, while in the self-lapping valve device I52 said chamber is connected to pipe 68 (Fig. l) I The central portion of diaphragm I64 is clamped between follower plates I68 and I68 secured to one end of a strut 118 which extends through chamber I51 and centrally through the diaphragm I53 to which it is rigidly clamped centrally between two plates Ill and I12 secured between a shoulder I13 on said stem and an annular collar Below the nut I14 and within the strut I18 is a chamber I 15 constantly open to the fluid pressure supply chamber I55 and containing a supply valve I18 arranged to control communication between said chambers and a bore leading to a chamber I11 at the opposite side of said nut and which latter chamber is in constant communication through the ports I 63 with chamber I64.. The supply valve I18 has a fluted stem I18 extending through this .bore into chamber I11 wherein it contacts a release valve I19. A spring I88 in chamber I16 acts on the supply valve I16 for urging it to its closed position shown in the drawing.

A plunger I8I is slidably mounted in a bore provided above the release valve I19 in axial relation to the two diaphragms. This plunger has a depending portion I82 provided at its lower end with a seat for engagement by the release valve I18. The release valve I19 has a fluted stem I83 extending into an axial bore in plunger I8I which bore is open through a plurality of ports I86 to the atmosphere. A spring I88 in this bore acts on the release valve stem I88 for holding the release valve against movement upon movement of plunger III in a direction away from said valve to eflect opening of a release communication past said valve between chamber I64 and the atmosphere.

The plunger IN is provided with an annular groove in its periphery containing a seal ring I84 having sliding contact with the wall of the bore in which it operates for preventing leakage of fluid under pressure from chamber I11 at one side of the plunger to the atmospheric ports I85. The plunger I8I is also provided with an upwardly extending axial portion I81 projecting'above the casing and in the end of whichis secured an operating screw I88. Secured to the upper end of the plunger portion I81 is a spring seat I89 engaged by one end of a bias spring I98 the opposite end of which is supported on the casing.

In the self-lapping valve device I5I the operating screw I88 is disposed directly below the axis of cam I29, while in the self-lapping valve device I52 said screw is correspondingly disposed below the cam I38. An operating connection between each screw' I88 and the respective cam I29 or I38 is provided by a ball or cylinder III on one end of an arm I92. the opposite end of which is pivotally mounted on a pin I83 secured in a projection I-94a of the casing.

In operation, the vertical disposition of screw I88, as determined by the identical but reversed cams I29 and I88 in the self-lapping control valve devices I5I and I62, determines the pressure of fluid which will be supplied by said devices to chambers I11, I6I and I64 and thereby to pipes 69 and 88, respectively, since the operation of both of these devices is identical. In view of this, the operation of only valve device I5I shownin section inFig. 6 will be described in detail. v

The cam I29 has a surface 288 formed at a given radius and which at a point designated by numeral 28I joins a cam surface 282 or grad ually increasing radius. The surface 288 is arranged to engage the member I9I for positioning aseaaoo 13 screw I88 in all positions of lever I32 at the Ahead" side 01. "Stop position from Shift position (Fig. 7) to Start" position, in order to permit spring I88 to move the screw I88 to an extreme upper position. In Stop position oflever I32, the screw I88 will be displaced by surface 282 on cam I28 downwardly to the position shown in Fig. 6. In the Shift" position at the Astern side of Stop position, the screw I88 will be displaced downwardly by surface 282 to a greater extent, while correspondingly greater degrees of downward displacement will be obtained in the "Run" and Start positions at the Astern side of Stop position.

With the screw I88 displaced to its uppermost position, the plunger IBI will be .moved away from the release valve I19 by spring I98, and the control spring I84 will be fully expanded under which condition, the diaphragms I53 and I54 will be in a static condition due to being of the same areas and subject on their adjacent faces to the same pressure of fluid in chamber I51, and also subject to the same pressures on their outer faces, in chambers I58 and NH, since under this condition the latter chamber as well as chamber I64 and the connected pipe 69 will be open to the atmosphere past the release valve I18.

Movement of the lever I32 from the position in which the portion 288 of the cam surface is in engagement with the member I88 to its vertical or Stop position will displace the screw I88 to a certain degree in a downward direction from its uppermost position. This displacement is such as to move the plunger I8I into engagement with the release valve I18 and then shift said release valve for opening the supply valve I16, whereupon fluid under pressure will flow from chamber I55 past said supply valve to chamber I84 and thence to pipe 68. Fluid thus supplied to chamber I64 equalizes through the stabilizing choke I52 into chamber II above the diaphragm I53 to thereby act on said diaphragm in opposition to the pressure of control spring I84. As the pressure of fluid in pipe 68 and in chamber I5I is thus increased, it deflects the diaphragm I53 downwardly against spring I84 and relative to the supply valve I16 and finally into seating engagement with said valve for thereby limiting flow of fluid under pressure to pipe 68. The arts are so arranged that with the lever I32 in the vertical position, the pressure of fluid thus supplied to pipe 68 in Stop position of lever I32 will be limited to a degree such as twenty pounds. Movement of lever I32 from its vertical position to "Shift position (Fig. 7) at the Astern side of "Stop position will cause a further downward displacement of the regulating screw I88 and the self-lapping valve device I5I will operate to increase the pressure of fluid in pipe 69 to a chosen degree such as thirty-five pounds. Further movement of the lever I32 in the same direction to Run position will cause operation of the valve device I5I to increase the pressure of fluid in pipe 68 to a still higher degree, such as fifty-five pounds, while further movement of the lever to the Start" position will cause operation of the valve device I5I to increase the pressure in pipe 68 to a still higher degree such as one-hundred pounds. In other words, the pressure of fluid acting in pipe 68 is dependent upon the position of cam I28 and thus of the operatin lever I32. The self-lapping valve device I52 is operative by cam I38 to provide the same degrees of fluid pressure in pipe 88 in the corresponding different positions of lever I32 at the Ahead side 01 Stop" position, while in the Shift position of said lever and positions beyond Shift position at the Astern side of Stop position, the valve device I52 will open pipe 68 to the atmosphere.

The pipes 68 and 58 lead to the ahead fluid motor 52 and the astern fluid motor 53,- respectively, of the actuator 58 associated with engine I. It will thus be seen that with lever I32 of the maneuvering control device H4 in a vertical position fluid at substantially twenty pounds pressure will be provided in both of the actuator motors 52 and 53 to hold the maneuvering lever 44 of engine I in its Stop position. Movement of lever I32 of the maneuvering control device II4 to "Shift position at the "Ahead side of its Stop position will cause operation of the valve device I52 to provide fluid at thirty-five pounds pressure in the ahead motor 52 while providing for operation of valve device I5I to open pipe 68 and thereby the astern motor 53 to atmosphere, so that the ahead motor 52 will turn the maneuvering gear lever 44 to its Shift position at the Ahead side of Stop position. Movement of lever I32 to Start position at the Ahead side of Stop" position will cause operation of the fluid motor 52 to move the maneuvering control lever 44 to its Start position at the Ahead side of Stop position. Movement of lever I32 back to Run" position at the Ahead side of Stop position will then result in movement of the maneuvering gear control lever 44 back to its "Run position at the Ahead side of "Stop" position under the pressure of spring 'II acting on piston 54 in the astern motor 53. Return of lever I32 to its Stop position, with a consequent reduction in pressure of fluid in the ahead motor 52 to a degree such as twenty pounds and a corresponding increase in pressure of fluid in the astern motor 53 will return the maneuvering gear lever 44 to its Stop position.

In a manner similar to that just described, the maneuvering gear. lever 44 of engine I may be caused to selectively assume any one of its positions at the Astern side of Stop position upon movement of lever I32 to a corresponding position at the Astern side of its "Stop position, as will be apparent.

The actuator 50 associated with engine 2 will operate to cause starting and reversing of said engine and shifting of the cams therein in response to operation of lever I32 of the maneuvering control valve device H5 in the same manner as just described in connection with the maneuvering control device H4 and actuator 58 associated with engine I.

A cock 325 is provided in each of the pipes 68 and 58 leading to the two actuators 58. As shown in Fig. 14, this cock comprises a plug valve 325 having a passage 321 for normally establishing communication through the respective pipe. The plug valve 325 is rotatable by a handle 328 to another position for closing this communication and in which position one end of the passage will register with a passage 328 in the casing wall which passage 328 leads to atmosphere.

The plug valve also has a passage 338 open at one end to passage 321 and arranged to register with the portion of the pipe leading to the actuator with passage 32'! open to passage 328 for releasing actuating fluid from the actuator. Thus by operation of cocks 325 either actuator 58 may be either cut out and rendered non-responsive ammo rooted to the position in which arm n: is dis-' 3 l8 the'respective maneuvering control device III or 'or cut in and rendered responsive to operation of III.

' mm cam shifting and starting interlock It is undesirable to permit movement of either maneuvering gear actuator lever 44 past either "Shift position to the respective Start position until after the camsof the engine have been conditioned in the "Shift" position by the cam shifting motor 24 to provide for starting and operation of the engine in the selected direction. According to the invention, this is accomplished with respect to both engines by the provision of means for preventing movement of the maneuvering control levers I32 past either "Shift" position to "Start position, until after the cam shifting motor 20 has operated to properly condition the cams in the respective engines.

This means for each of the maneuvering control devices III and II! comprises a rockable member 20! mounted on a cap screw 200 secured to the bracket I 26. A member 201 is secured to the end of shaft I28 above the member 200 by a cap screw 230 and is rotatable with said shaft. The member 201 has two shoulders 200 and 2" which are spaced apart and arranged for engagement by the ends of two arms 2 and 2I2 respectively, of member 200.

With the lever I32 of the maneuvering control device Ill in its Stop position and member 203 in the position shown inv Fig. 5, the end of arm 2! I is spaced from shoulder 203 a distance sumcient to allow movement of said lever out of Stop position in the "Ahead" direction to Shift" position but to prevent further movement thereof until after the arm 2 is pulled out of the path oi movement of shoulder 233, in a manner which will be later described. With the arm 2| I out of the path of movement of shoulder 200, the arm 2I2 is disposed in the path of movement of shoulder 2|0, whereby movement of the lever I32 out of Si-op" position in the "Astern direction is limited to "Shift position by engagement between the shoulder 2 and the end of arm 2 l2. Return of the member 203 to the position shown in the drawing will move the end of arm 2 l2 out of the path of movement of shoulder 2l0 whereby the lever I32 may be moved further in the "Astern direction. 4 The member 205 is provided with a third arm 2| 3 the end of which is operatively connected to a double acting piston 2. This piston has at one side a pressure chamber 2| 5 connected to a control pipe 2l8 and at the opposite side has a pressure chamber 2" connected to a control pipe 2". The piston is provided with two annular recesses 2i! and 220. A spring pressed plunger 22I is arranged to enter recess 220 with the piston 2 in theposition shown for holding same against undesired movement out of such position, while another spring pressed plunger 222 is arranged to enter recess 2I3 for holding the piston against unwanted movement out of a position to the left of that shown. with the piston 2 in the position shown in the drawing, which it will assume upon supply of fluid under pressure to chamber 2", the member 205 assumes the position shown in which arm 2 is turned into the path of movement of shoulder 20!; In the other position of piston 2H deflned'by engagement of plunger 222 with recess 2|! and which position will be assumed upon supply of fluid to pressure chamber 2", the member 205 will be posed in the path of movement of shoulder 2 II.

The pipes 2 I0 and 2 it connected to the maneuvering control device I lead to the cam shifting motor 2! of engine I, the pipe 2" being so connected to said motor as to be opened to chamber 23 above the ahead shifting ram 23 when said ram occupies its lower position, while the pipe 3 is arranged to be connected to chamber 21 above the astern shifting ram 25 when it is in its lower position. as shown in the drawing.

After lever I32 of the maneuvering control device Ill has been at the "Astern side of "Stop" position, the member 205 will be in the position shown in Fig. 5. Now let it be assumed that it is desired to start engine I in the direction for causing ahead movement of the ship. To accomplish this, lever I 32 in the maneuvering control device II is moved from Stop" position in the "Ahead" direction and such movement is stopped in the "Shift" position due to engagement between shoulder 200 on member 201 and the end of arm 2 connected with the piston 2. However, in this "Shift" position of lever I32 the actuator I0 associated with engine I moves the maneuvering gear control lever 44 to its "Shift" position for operating the valve device 23 to supply fluid to chamber 20 above the ahead ram 20.-

This ram is then moved to its lowermost position for conditioning the valves in the engine to provide for starting and running of same in a direction to cause ahead movement or the ship. After the ram 20 attains its lowermost position. in which the cams of the engine are conditioned as desired, fluid then flows from pressure chamber 20 to pipe 2I6.and thence to chamber 2| 5 at one side of the interlock piston 2| 4. Chamber 2| 1 at the opposite side of the Piston is at this time open to atmosphere as will be later brought out, as a result of which the pressure of fluid in chamber 2|! shifts the piston 2 to its left-hand position, thereby moving the end of arm 2 out of engagement with shoulder 203 on the member 201. Thus, after the cams in the engine have been properly conditioned, the operator may move lever I 32 of control device I past "Shift" position at the "Ahead side of "Stop to the "Start" position, for starting the engine, and he may then move said lever back to "Run" position 50 after the engine hasstarted.

After the maneuvering control lever 40 associated with engine I is moved out of its Shift" position as above described, fluid pressure is released from the ram chamber 28 past the valve 55 stem 40 in the valve device 29 as before described whereby pipe H6 and pressure chamber II! at one side of the interlock piston 2 an vented to the atmosphere to render said piston operable upon a subsequent supply of fluid under pressure 0 to chamber 2".

that after engine I has Now let it be assumed been operating in response to lever I32 having been in "Run" position at the "Ahead sideof st p.

vice 'lll is moved to Astern' side of Stop" 2I2 engages shoulder 2 "Shift" position at the in which the end or arm I0 on the member 201 so as to prevent further movement of said lever to its it is desired to reverse the direction of -05 operation of the engine. Toaccomplish this the lever I32 of the maneuvering control valve deto supply fluid to pressure chamber 21 above the astern ram 25. The ram 25 then moves to its cam shifting position shown in the drawing and in which fluid pressure then flows through pipe 2 I8 to chamber 2I1 wherein it acts on piston 2 I4 and moves same back to the position shown in the drawing. This movement of piston 2I4 draws arm 2I2 out of the path of movement of shoulder 2I3 whereby the operator may then move lever I32 to Start position at the Astern side of Stop and subsequently to the adjacent Run" position. It will thus be seen that to reverse the direction of operation of engine I, regardless of the direction in which it had previously been operated, the operators lever I32 in control device H4 and the maneuvering lever 44, cannot be moved past their Shift" positions to their Start positions until after the cams in the engine have been properly conditioned to provide for starting of the engine in the desired direction,

It should be noted, however, that if engine I had been operated to cause movement of the ship in an astern direction and then stopped, under which condition piston 2I4 will be in the position shown, movement of. the operators lever I32 in the control device I I4 to restart the engine in the same direction will not be stopped in Shift position of said lever since the arm 2I2 is already out of the path of movement of shoulder 2III, whereby the lever may be moved from Stop position directly to Start position at the Astern side of Stop" position. The same thing is true in case the engine has been operating to propel the ship forwardly and subsequently stopped and the operator then desired to start the engine again in the same direction.

As above mentioned interlock means of the same type as above described are associated with engine 2 and with the manual control device II5 for preventing reversing of said engine until after the cams therein have been conditioned according to the desired direction of engine operation.

Interlock to prevent starting of engines in pposite directions levers to start the two engines in reverse directions. This means will now be described.

The two maneuvering control devices H4 and H are spaced apart with the shafts I28 arranged in coaxial relation, and interposed between and in coaxial relation with said shafts is a third shaft 225 (Fig. 12) which is carried by the speed control device H1 in a manner which will be later described.

Two like but oppositely arranged interlock members 226 and 221 are keyed on the opposite ends of the shaft 225 and each comprises a. disk sector 228. Like interlock members 229 and 230 are keyed on the adjacent ends of the two shafts I28 with the disk sectors 228 thereof disposed in the operating paths of those on'shaft 225. By this arrangement it will be seen that either of the maneuvering control levers I32 is capable of limited movement relative to the other.

The combined length of the several disk sectors 228 is such as toprevent movement of either maneuvering lever I32 to Start" position at either side of its "Stop" position, while the other maneuvering lever I32 is in Run position at the opposite side of its Stop" position. The several sectors 228 cooperate to allow movement of both levers at will to their different positions at the same side of their stop positions, that is, either the Astern side or the Ahead side. Thus, the two engines may be individually started to drive the propeller shaft 1 in either and the same direction and individually stopped, but while either engine is operatingto drive the propeller shaft the maneuvering control lever I32 for controlling the other engine cannot be operated to start such engine in a direction to turn the propeller shaft in the opposite direction.

The two pairs of interlocking disk sectors 228 are provided instead of only one pair in order to insure intended operation of the two maneuvering control devices I I4 and I I5 in case of slight misalignment of the two operating shafts I28.

Control of brake on propelter shaft The cam I3I mounted on shaft I28 in the maneuvering control device H4 is provided for controlling the operation of a brake control device 233, while the corresponding cam in the maneuvering control device I I5 is provided for controlling a brake control device 234. Each of the devices 232 and 234 are of identical construction and, as shown in Fig. 8, comprises two axially aligned poppet valves 235 and 236 contained in chambers 23? and 238, respectively. The poppet valve 235 has a fluted stem extending through a suitable bore in a wall separating chambers 231 and 238 with the end of said stem engaging the poppet valve 236. The poppet valve 235 is provided for controlling communication between the two chambers 238 and 231, and a spring 239 in chamber 231 acts on said valve for urging same to its closed position.

The poppet valve 236 has a fluted stem 243 which is disposed to slide in a bore provided in a sleeve 24I which is slidably mounted in a member 242. Sleeve 24I has a chamber 243 open to the atmosphere through one or more ports 246 and into which valve stem 24!! projects. her 243 contains a spring 245 acting on the valve stem 240 for maintainingthe valve 236 in en gagement with the valve 235 so as to allow opening of communication past the valve 236 upon movement of sleeve 2 in a direction away from such valve.

The outer end of sleeve MI is engaged by an adjustable screw 246 provided in one end of a lever 241 which near its center is fulcrumed on a pin 248 provided in a bracket 249a. projecting from the casing. The opposite end of lever 241 engages the peripheral surface of cam I3I. The cam I3I is provided with two notches 249 and 250 in its peripheral face for receiving the end of lever 241. With the end of the lever in either of these notches the supply valve 235 will be seated under the action of spring 239 while the sleeve 2 will be moved out of contact with the valve 236 by spring 245 so .as to openchamber 238 to the atmosphere. when the end of lever 241 is in engagement with the surface of cam I3I at either side of either of the notches 249 and 250, the lever will be rocked from the position shown in the drawing in a clockwise direction and this rocking movement will move the sleeve 24I into seating engagement with the valve Cham' 19 236 and move saidvalve to a position for unseating the valve 235 in which position these parts are shown in Fig. 8. With the valve 236 closed communication is closed between chamber 238 and the atmosphere while said chamber is open to chamber 231 past the valve 235. The notch 249 is provided to receive the end of lever 241 when the maneuvering lever I32 is in Run" position at the Ahead side of Stop position, while ,the notch 25!] is provided to receive the end of said lever with the maneuvering control lever I32 in Run position at the opposite or Astern" side of Stop position. Thus with the maneuvering lever in either Run position, the valve 235 will be closed and the valve 236 will be open, while with the lever out of either Run position the valve 235 will be open and the valve 236 closed.

Chamber 238 in the brake control device 233 associated with the maneuvering control device H4 is connected to pipe 20 leading to the brake control relay valve device I9, while chamber 231 is connected to a pipe 25I which leads to chamber 238 in the brake control device 234 in the maneuvering control device H5, and chamber 231 in the control device 234v is connected to the fluid pressure supply pipe I56. By thisarrangement, when lever I32 in the maneuvering control valve device H4 is in either Run position pipe 20 will be open to the atmosphere so that the brake control relay valve device I9 will operate to release fluid from cylinder I8 to thereby release the brake on the propeller shaft 1. If lever I32 of the maneuvering control device H4 is in any position out of either Run position, the brake control pipe 29 will be connected through the brake control device 233 to the brake control device 234; and if lever I32 of the maneuvering control device H is in either Run position at this time, the brake control pipe will therefore be open to atmosphere so that the brake on the propeller shaft I will be released. However, if neither of the maneuvering control levers I32 is in either one of their Run positions, fluid under pressure will be supplied to the brake control pipe 20 for thereby actuating the brake to brake the propeller shaft 1.

It will thus be seen that when the propeller is being driven by either or both engines the brake will be released from the shaft I. The brake will be applied to, the propeller shaft only when both engines are not driving same. The purpose of the brake is to stop the propeller upon stopping the engine or engines so as to make it possible to start the engine or engines in the reverse direction for reversing the direction of travel of the ship. Otherw se, torque of the propeller would act to keep the engine or engines opera-ting in the direction of movement of the ship and oppose and possibly prevent starting in the reverse direction.

Removal of either maneuvering control device 114 or 115 without loss of control of brake from other maneuvering control device n and 331, respectively,

2o being normally interlocked through the. two brake control devices 233 and 234 associated with the two maneuvering control devices just described,

it is also necessary in case of removal of either maneuvering con-trol device to break such interlock and connect the brake for control by the remaining maneuvering control device. These f eatures are obtained by an interlock arrangement such as shown in Figs. 16, 17 and 18.

According to this arrangement communication between the fluid pressure supply pipe I56 and the two maneuvering control devices H4 and H5, and between the brake control relay pipe 20 and the two brake control devices 233 and 234 is controlled by two manually operative cut out and transfer control valve devices 325a and 326a which, though not so shown, may be associated with the' control stand I III.

The two valve devices 325a and 326a are of identical structure but are shown in the drawing in reversed relation. Each comprises a casing having a chamber 321a containing a rotary valve 328a having a normal operating position as shown in Fig. 16, and a cut out position as shown in Fig. 1'7 or Fig. 18. Each rotary valve is connected by a key 329a to an operating lever 330a for turning the valve to its different positions.

Opening to the seat of each rotary valve are seven passages 33I to 331, inclusive. The passage 33! in each rotary valve seat is connected to the fluid pressure supply pipe I56. Each rotary valve has a port 333 which registers with passage 33I in the normal position of the rotary valve and a passage 339 which registers with passage 33I in the cut out position, whereby each rotary valve chamber 321a is constantly supplied with fluid under pressure from pipe I56.

The passage 333 in the cut out valve device 325a is connected to a pipe 340 which constitutes the fluid pressure supply pipe to the maneuvering control device 4, while passage 333 in the cutout valve device 325a is connected to a corresponding pipe 340 which constitutes the fluid pressure supply pipe to the maneuvering control device 5 and to the brake control device 234. Each rotary valve 328a has a port 34I which connects the rotary valve chamber 321a to the respective passage 333 in the normal position of the rotary valve. In the cut out position of the rotary valve the passage 333 is lapped thereby.

It will thus be seen that with the rotary valves 6 328a in the normal position fluid under pressure will be supplied to both maneuvering control devices H4 and I I5 to provide for control of the actuators 50 and of the propeller brake in the same manner as above described. In the cut out position of the rotary valves as shown in Figs. 17 and 18 the supply of fluid under pressure to the maneuvering control devices will be cut oif to permit removal of said devices without losing fluid under pressure.

Each rotary valve 328a has two cavities 342 and 343 for connecting passages 334 and 335, and 336 in the normal positionof the rotary valve. Passage 335 in the, cut out valve device 3260 serves no useful purpose and is closed by a plug 344. Each rotary valve also has two passages 345 and 346 (Figs. 17 and 18) to function in the cut out position of the valve. The passage 345 is provided for connecting passages 332, 335 and. 331, vided for connecting passages 334 an 336.

Pipe 20 from the brake control relay valve device I9 is connected to passage 334 in the cut out valve device 325a. Pipe 25I is connected to paswhile passage 346 is prosages 336 in the two out out valve devices 3250 and 326a. Chambers 231 and 233 in the brake con-trol device 233 are connected by pipes 341 and 348 to passages 331 and 335, respectively, in the cut out v-alve device 3251!, while chambers 231 and 238 in the brake control device 234 'are connected by pipes 343 and 343, to passages 333 and 331, respectively, in the cut out valve device 326a.

With the rotary valves 32311 of the two out out valve devices in their normal position as shown in Fig. 16, pipe 20 from the brake control relay valve device will be connected through cavity 342 in rotary valve 3280 of the cut out valve device 325a to pipe 348 and thence through the brake control device 233, pipe 341, cavity 343 in said rotary valve, pipe 25I, cavity 343 in the rotary valve of the cut out valve device 326a and pipe 349 to chamber 238 in the brake control device 234, and since chamber 231 in the brake control device 234 is supplied with fluid under pressure from the supply pipe I56 at this time by way of pipe 349, the structure will operate in the same manner as hereinbefore describedto cause the brake on the propeller shaft 1 tobe released whenever lever I32 of either or both maneuvering control device H4 or H5 is in either "Run" posi- I tion, and to be applied at all other times.

Now let it be assumed that it is desired to remove the maneuvering control device H4 from the stand H0 without interfering with the control of engine 2 or with the propeller brake from the maneuvering control device H5. The operator turns the cut out valve 325a from the normal position shown in Fig. 16 to the cut out position shown in Fig. 17, This closes communication between the fluid pressure supply pipe I56 and the maneuvering control device H4 as above described. Also in this position of the cut out valve device 325a, the brake control pipe 20 is disconnected from the brake control device 233 and connected by way of passage 346 in the rotary valve to pipe I and thence through the cut out valve device 326a to the brake control device 234 whereby the brake is arranged for control solely by the brake control device 234 associated with the maneuvering control device I I5. With the parts thus conditioned, the brake will be applied whenever the lever I32 of the maneuvering control device H5 is out of its Run positions and released in said positions in the same manner as before described. Also, in the cut out position of the cut out valve device 3250. pipes 348 and 341 and chambers 238 and 231 in the brake control device 233 are opened to atmosphere through passage 332 in said device for bleeding fluid under pressure therefrom prior to removin the maneuvering control device H4.

When the maneuvering control device H4 is replaced on the controlstand H0, the cut out valve device 3250, will be returned to the normal position shown in Fig. 16, and the system will then operate in the same manner as before described.

If it is desired to remove the maneuvering control device H5 from the control stand and retain control of engine I and of the propeller brake by the maneuvering control device H4, the cut out valve device 326a is turned to its out out position shown in Fig. 18. In this position communication is closed between the fluid pressure supply pipe I56 and pipe 348 leading to the maneuvering control device I15 and brake control device 234, chamber 23am the brake control device 234 is opened to atmosphere by way of passage 332 75 (Fig. 12).

in the cut out device, and pipe 25I is connected through passage 346 in the rotary valve of the cut out valve device 326a to passage 334 therein which is connected to the fluid pressure supply pipe I56. Fluid under pressure is thus supplied through the cut out valve device 326a in cut out position and the cut out valve device 325a in normal position to pipe 341 whereby the brake control device 233 will cause the brake on the propeller shaft to be released when lever I32 of the maneuvering control device H4 is in either Run position and applied in all other positions, as desired.

Upon replacement of the maneuvering control device H5 on stand- IIO, the cut out valve device 326a will be turned back to its normal position in which the system will again function in the manner before described.

It will be seen that the two out out valve devices 325a and 326 cooperate when in their normal positions to interlock the control of the P peller brake through the two brake control devices 233 and 234. Turning the cut out valve device 325a to its out out position provides for control of thebrake solely by the brake control device 234, while turning out out valve device 326a to its cut out position provides for control of the brake solely by the brake control device 233, whereby either maneuvering control device may be removed from stand H0 without changing the control of the brake from the other maneuvering control device.

Control of engine speed I Pipe 84 connected to the speed regulating device associated with engine I is connected through the selector valve I20 to a speed control pipe 255, while the speed regulating device 8| associated with engine 2 is connected to pipe 255 through the selector device I2 I.

These two selector valve devices I20 and I2I are of identical structure and each may comprise, as shown in Figs. 3 and 13, a plug valve 256 and a key 251 for turning said valve to two different positions. The plug valve, in the position in which it is shown in Fig. 3, establishes communication by way of a passage 258 therein between the two pipes connected to the selector valve device. In the other position of the plug valve 256 this communication is closed and a 'port 258a in the plu valve is brought into registry with the pipe leading to the respective speed regulating device 80 or 8|. while passage 258 registers with a passage 259 leading to the atmosphere, for thereby releasing actuating fluid from the respective speed regulating device 88 or 8I.

The speed control pipe 255 leads to the speed control device H1 in the control stand H0. The speed control device H1 comprises a base member 268 forming part of a self-lapping valve device 261 which may be of identical structure to the self-lapping valve devices I5I and I52 above described and which is provided for controlling or regulating the pressure of fluid in the speed control pipe 255 from atmospheric pressure to any degree in excess of atmospheric pressure. Fluid for supply to the speed control pipe 255 by operation of the self-lapping valve device 26I is provided to said device through a branch from the fluid pressure supply pipe I56.

The base member 260 has two upstanding brackets 262, the ends of which are provided with bores aligned with shafts I28 and journaled in these bores are the opposite ends of a sleeve 263 One end of this sleeve is provided with thereby securing the sleeve against longitudinal movement.

Sleeve 263 has interiorly at its opposite ends two bearings 266 and the interlock shaft 225 hereinbefore described extends through the sleeve and is supported in these hearings for rocking 1o movementrelative to the sleeve.

An operating lever 261 extending through a slot 2a in the cover II2 has one end keyed to the sleeve.263 (Fig. between the two brackets 262; Below the sleeve the lever is provided with a cam 268 which engages one end of an arm 268 providing an operating connection between said cam and the regulating screw I88 of the self-lapping valve device 26I. The other end of arm 268 is pivoted on a pin 216 carried by a bracket 2" projecting from the base member.

The earn 268 is so designed as to permit movement of the regulating screw I88 to its uppermost control position for opening the speed control pipe 255 to atmosphere when the lever is at the end of slot Il2a adjacent the-operator's holding bar II3. Movement of the lever 261 from this position in the direction of the opposite end of the slot II2a will turn the cam 268 relative to the regulating screw I88, and the cam is so designed as to effect displacement of said screw in a downward direction a distance proportional to the extent of movement of the lever from the position adjacent the operator's holding bar H2.

Thus, while the lever 261 is in the position adjacent the holding bar N3, the speed control pipe 255 will be opened to the atmosphere, and fluid will be supplied to said pipe upon movement of, said lever away from this position at a. pressure proportional to the extent of such movement. 40

The pressure supplied to pipe 255 will flow simultaneously to both of the speed regulating devices 86 and 8|, assuming the two selector devices I 2I and I26 to be in their open positions as shown in Fig. 3, whereby like and simultaneous adjustment of speed of both engines will be obtained. If it is desired to stop either engine or to hold its speed down to idling while causing operation of the other engine at a greater speed, the respective selector valve I26 or I2I may be turned to the position for closing communication between the speed control pipe 255 and pipe 84 or I64 and for opening the pipe 84 or I64 to atmosphere. Thus either engine may be rendered responsive to operation of the speed control lever 261, or either engine may be rendered non-responsive, or if desired both engines may be caused to respond in unison to such' operation.

' The speed control lever 261'comprises an inner member 213 which is secured to the sleeve 268 do and on which is provided cam 268. and a pin 214 projecting from said member through the slot II2a. A brake member 215 is slidably mounted on the pin 214 adjacent the inner member 213 and a hand grip 216 is mounted onpin 214 beyond 85 the brake member 215. The grip 218 has'screwthreaded engagement with pin 214 whereby upon turning the grip in one direction it will move inwardly of the pin 214 while upon turning in the opposite direction it will move outwardly. A 76 spring 211 encircling the pin 214 within a cavity provided in the inner end of the hand grip 216 bears against the member 215 urging same in the direction of the inner member 218.

One or the brackets 262 projecting from base 18 moving pressure thereof against member 216 the pressure between the member 216 and rail 218 is reduced to only that provided by spring 211 whereby the lever 261 is freely movable in the slot II2a. Rotation of the grip 216 on pin 214 in a direction for moving the grip toward member 215 will urge said member into ripping engagement with the rail 218 for holding the lever 261 in an adjusted position. Thus the operator may move the lever 261 to any desired position for obtaining a selected speed or power output of either or both engines and then the grip 216 may be turned to force the member 215 into locking engagement with rail 218 to thereby hold said lever in the selected position. Turning of the lever grip 216 in the reverse direction will release the lever for movement.

The vernier control valve device I22 comprises a self-lapping valve device 218 having a regulating screw I88 and which otherwise may be iden tical to the self-lapping control devices I5I, I52, and 26I hereinbefore described. The regulating screw I88 is disposed within a sleeve 286 having internal screw-threads for engagement with threads provided in a hollow stud 281 which is arranged to be turned by a hand wheel 262, said stud engaging the regulating screw I88. The self-lapping control device 218 is connected to pipe 81 leading to the vernier diaphragm chamber 86 in the speed regulating device 86 and receives fluid for supply to said pipe from the fluid pressure suppl pipe I56. The hand wheel 282 is initially adjusted to cause operation of the self-lapping valve device 218 to provide fluid in pipe 81 and thereby in the speed regulating device'88 at some degree such as twenty-five pounds as before .mentioned. Turning or the hand wheel 282 in one direction will cause operation of the self-lapping valve device 218 to reduce the pressure of fluid supplied to pipe 81, while turning in the opposite direction will cause said valve device to operate to increase the pres sure of fluid supplied to said pi adjusting the hand wheel 282, it will, therefore, be evident that the speed of engine Ifmay be adjusted relative to that of engine 2 in order to bring the speed or power output or the two engines into synchronism. v

Clutch control devices 11: and 119 The clutch control devices I I8 and I I 8 are identical in construction and-operation to control the clutch cylinders I2 of the respective engines I and 2. and only the device 8 will therefore be described in detail. I e

As shown in Fig. 4, the clutch control device 8 comprises an operating shaft 285 and at one side thereof a supply and release valve device 288 and at the opposite side a supply and release valve device 261a which is identical but arranged onposite to the valve device 288.

The valve device 288 comprises two axially aligned popp t valves 281 and 288 contained in chambers 288 and 288 respectively. 'Thechamher 288 is constantlysupplied with fluid under pressure from pipe I86 by way or a passage "I,

By properly.

acsaeoo 25 Chamber 298 is connected to a' pipe 292 which leads to the right-hand end of cylinder l2 associated with the clutch 8.

The poppet valve 281 has a fluted stem extending through a bore in a wall separating chambers 289 and 298 and in chamber 298 contacts the valve 288. The valve 288 has a fluted stem 293 slidably mounted in a bore in a sleeve 294 which is slidably mounted in a member 295 secured to the casing. The sleeve 294 has a chamber 296 in constant communication withthe atmosphere through one or more ports 291 and contains a 7 spring 298 acting on stem 293 of valve 288 for holding said valve against movement upon movement of sleeve 294 in a direction away from said valve for thereby opening communication between chamber 298 and the atmosphere.

The valve device 281a comprises a valve 388 contained in a chamber 38! which is open to the fluid pressure supply passage 29l. The valve 388 has a fluted stem extending through a bore separating chamber 38l from a chamber 383 which is connected by a pipe 382 to the left-hand end of cylinder i2 associated with clutch 3. A poppet valve 384 contained in chamber 383 is engaged by the end of the stem projecting from valve 388 and has a fluted stem 885 projecting into a bore 386 provided in a sleeve 381 which is mounted to slide in a member 388 secured in the casing. A spring 389in chamber 386 bears against the valve stem '385 for holding valve 384 against movement upon movement of sleeve 381 in the direction away from said valve to thereby open chamber 383 to the atmosphere by way of chamber 386 and one or more ports 3"].

A cam 3| 1 is mounted on the shaft 285 between the two sleeves 294 and 381. A lever 3l2 is also mounted on shaft 285 and connected to cam 3H for turning same. The lever 3 i2 extends through a slot 3l3 in the cover H2 and'may be like either of the levers I32 and therefore provided with a latch 3l4 movable inwardly of the cover by the application of manual pressure to a plunger 315 projecting from the end of the lever and movable outwardly of the cover upon the release of manual pressure on said plunger. The cover is provided with two notches 3; and 3i1 open to one side of slot 3| 3 to receive the latch M4 in two different operating positions of the lever 3|2 for holding said lever against movement, said lever being movable from either of said positions to the other upon movement of the latch 3 out of the respective notch.

The cam 3 is provided with a surface 3i8 which when in engagement with sleeves 294 or 381' will eilect closure of valve 288 or 384 and opening of valve 281 or 388. The cam also has another surface 3l9 formed at a smaller radius than surface 3i8 to allow closing of valve 281 or 388 and opening of valve 288 or 384 upon contact with said surface of sleeves 294 or 381, respectively. These surfaces are so arranged that in the position of lever 3l2 shown in Figs. 1, 2 and 4, and which-may be called the dump position, the valve 388 will be closed and the valve 384 opened for thereby venting fluid under pressure from chamber l3 at the left-hand side of piston Ii in the cylinder i2 associated with the clutch 3. Also in this position of lever 3l2 the valve 288 is closed and the valve 281 opened so that fluid under pressure may flow through pipe 292 to the opposite side of piston ii in cylinder I2 for thereby moving the clutch arm 8 to its clutch dump position, as shown in the drawing to disconnect the engine I from the drive shaft 5.

Movement of the clutch control lever 312 from the position shown in Fig. 4 to its other or fill position, indicated by the dot and dash line 328 and in which the latch 3 I4 is aligned to enter the notch 3, will effect operation of the valve device 286 to open pipe 292 and thereby chamber l4 in the cylinder l2 associated with clutch 3 to the atmosphere, while the valve device 281a will be conditioned to supply fluid to pipe 382 and thus to chamber l3 in said cylinder. The piston I] will then operate to turn the clutch control lever 8 from the position shown in Figs. 1 and 15 to that indicated by the dot and dash line 9 for supplying liquid to the clutch 3 to connect engine I to the drive shaft 5.

The clutch control device 9, which is identical to the clutch control device H8 just described, is operative in the same manner to control the operation 0! cylinder 12 associated with clutch 4 to either connect or disconnect engine 2 to or from the drive shaft 5.

Summary means for selectively controlling the individual starting of said engines in either direction, the reversing oi. said engines, and the stopping of same. The engines are of the type embodying cam shafts which are shiitable to different positions according to the desired direction of operation of the engines, and means are provided for preventing starting 01' the engines until after the cam shafts in the engines have been shifted into the selected position. In the structure used for illustration the two engines are connected to drive a common member, and interlock means are associated with the individual starting and reversing control means for preventing starting of either engine in one direction while the other engine is operating to drive the drive shaft in the opposite direction. The individual starting and reversing control for the two engines is arranged in a control stand which also embodies means for controlling the speed of the engines either individually or in unison. Vernier control means are also associated with the control stand for controlling the speed or output of one engine relative to the other to thereby bring the operation of one engine into synchronism with that of the other, if such is desired. A brake is associated with the member to be driven by the two engines for holding said member against turning while the engines are not operating to drive said member, but which automatically releases said member for turning upon connecting either engine to drive same. The system also embodies a clutch for connecting each engine to the drive shaft and an individual control device for each clutch is provided at the control stand for rendering the clutch either effective or inefiective.

Having described the invention what is claimed as new and desired to be secured by Letters Patent, is:

1. An apparatus for controlling the starting and running in either direction of two reversible prime movers comprising in combination, a manually movable lever for controlling each prime mover having a forward start position, a reverse start position and a neutral or stop position, means controlled by each of said levers operable upon movement thereof to its forward start position to effect starting of the respective prime mover in one direction and operable upon move- 27 ment to its reverse start position to effect starting 01' the respective prime mover in the reverse direction and operable upon movement to its stop position to eflect stopping oi the respective prime mover, ashaft secured for rotation with each of said levers, the two shafts being disposed in coaxial relation, and means arranged to connect the two shafts including a plurality of disk sectors arranged for interengagement and of such circumferential length as to allow relative movement between the two levers in opposite directions a distance equal at least to that between either start position and stop position of either lever but less than the distance between the two start positions oi either lever and also providing for relative movement 01' both levers in the sam direction to corresponding positions. I

2. A control apparatus for controlling the starting of a reversible prime mover having control means operable to condition said prime mover for operation in either one direction or in the reverse direction, actuating means for controlling'sald control means and for also controlling the starting and stopping of said prime mover and having one position providing for stopping of said prime mover, a second position to efiect operation oi said control means and a third position to eflect starting of said prime mover, fluid controlled means operable by fluid pressure to move said actuating means from said second position to said third position, and means operative to provide such fluid pressure on said fluid controlled means subsequent to operation of said control means.

3. A control apparatus for controlling the start.-

Emails to condition said prime mover for opera- 5. A control apparatus for controlling the starting of a reversible prime mover embodying control means operable by fluid under pressure to a chosen position for conditioning said prime mover for operation in a chosen direction, an actuator operable by fluid at a certain pressure to effect a supply of fluid to actuate said control means and operable by fluid at a; higher pressure to effect starting of said prime mover, a control valve device operable to provide said diflerent pressures of fluid on said actuator, and mean controlled by said control means for controlling operation of ing of a reversible prime mover having control means operable to condition said prime mover for operation in either one direction or in the reverse direction, actuating means for controlling said control means and for also controlling the starting and stopping of said prime mover and having one position providing for stopping of said prime mover. a second position to eflect operation of said control means and a third position to effect starting of said prime mover, fluid controlled means operable by fluid under pressure to move said actuatingmeans from said second position to said third position, and means controlled by said control means and operable after operation thereof to condition said prime mover for operation, to provide said fluid pressure on said fluid pressure controlled means.

4. A control apparatus for controlling the starting of a reversible prime mover having control means operable to condition said prime mover for operation in either one direction or in the reverse direction, actuating means for controlling said control means and for also controlling the starting and stopping oi said prime mover and having one position providing for stopping of said prime mover, a second position to eil'ect operation of said control means and a third position to effect starting of said prime mover, said actuating means comprising a fluid pressure controlled abutment for moving said actuating means to said one position when subject to fluid at a certain pressure, to said second position when subject to fluid at a certain greater pressure, and to said third position when subject to fluid at a still greater pressure, means operable to provide said diflferent pressures of fluid on said abutment, and means conditionable in accordance with the con-. dition'oi said control means and operable to prevent obtaining said still greater pressure on said said control valve device and operable prior to operation of said control means to limit operation of said control valve device to supply fluid at a pressure not exceeding said certain pressure and operative subsequent to operation of said control means to render said control valve device operable to suppl fluid at said higher pressure.

6. A control apparatus for controlling the starting or a reversible prime mover which has a a control means adjustable by fluid under pressure to condition said prime mover for operation in a chosen direction, said apparatus comprising in combination with said control means, an actuator operable by fluid at a certain pressure to a first tuator to operate same. a lever for actuating said valve de 'ce having one position providing for operation of said valve device to supply fluid at said certain pressure to said actuator and a second position to provide fluid at said higher pressure to said actuator, holding means operable to secure said lever against movement past its said one position to its said second position and releasable from said lever to allow such movement, and means for controlling said holding means controlled by said control means and being operative to release said holding means upon adjustment 01' said control means to condition the prime mover for operation.

'7. A control apparatus for controlling the starting of a reversible prime mover which has a control means adjustable by fluid under pressure to condition said prime mover for operation in a chosen direction, said apparatus comprising in combination with said control means, an actuator operable b fluid at a certain pressure to a first position to eflect a supply of fluid under pressure to said control means to adjust same and operable by fluid at a higher pressure to a starting position to efl'ect starting of said prime mover, a self-lapping valve device comprising valve means operable to supply fluid under pressure to said actuator to operate same, a lever for actuating said valve device having one position providing for operation of said valve device to supply fluid at said certain pressure to said actuator and a second position to provide fluid at said higher pressure to said actuator. a latch for securing said lever against movement from said first position to said second position and releasable to allow such movement, a piston operable by fluid under pressure to release said latch, said control means being abutment until after operation or said control from said piston atallother times. 

